2011 Honda CR-V EX-L Review - VIDEO ENHANCED

The third-generation Honda CR-V has changed little since its
debut for model year 2007, which only shows how well Honda hit its target.
The CR-V is a perennial best-seller, so why mess with a good thing? Compact
on the outside for easy maneuverability in the crowded streets and parking
lots of its natural urban and suburban habitat, it's big enough inside for
four or even five people and plenty of stuff, with an easily reconfigured
rear seat and, in the higher trim levels, a dual-layer cargo area that give
it plenty of versatility. A torquey 2.4-liter, 180-horsepower engine means
no fear merging into even the nastiest speed-differential expressway
traffic, with no compromise for fuel economy.

After 2010's freshening, which restyled the front end a bit,
made improvements to interior comfort and space, and, more noticeably, got
another 14 horsepower out of the engine with no loss of fuel efficiency,
the CR-V would be expected to be mostly unchanged for 2011. It is. Mostly.
In all forms, it's still offered with front-wheel drive or Honda's
RealTime™ 4WD system. There's a new trim level, SE, that slots
between the base LX and mid-level EX. It adds popular standard features
including an upgraded audio system with steering wheel-mounted controls,
privacy glass, and alloy wheels to the LX's already high level of standard
equipment.

2011 Honda CR-V EX-L interior

Above that sit the EX and premium EX-L, with leather, front
seat heaters, and audio upgrades including XM® satellite radio and a USB
interface. Want a built-in navigation system? Then it's called the EX-L
with Navigation. Which, in 4WD form, has been my daily driver for the past week, an
early-winter time of mixed weather and holiday season shopping traffic. The
CR-V got through all without fuss, and the extra power was pleasantly
noticeable when merging into 70+ mph traffic via some marginally short
onramps. It's comfortable and quiet, with good steering and cornering
response for a small SUV. No, a tall vehicle like a CR-V is not going to
get down the road like a Civic Si -- but the Si won't hold as much, in as
many ways, as a CR-V. Nor does it have the CR-V's high-eyepoint seating for
commanding visibility.

My EX-L with Navi was box-stock, no added extras. None
needed, but there is a comprehensive list of attachments for things like
skis, snowboards, and bicycles, and even a tent that attaches to the
tailgate. It's not really meant for serious off-road adventure, but
improved dirt and gravel should be fine, and the RealTime 4WD will help
there as it does in rain and light snow. If Honda CR-Vs seem ubiquitous,
there are good reasons.

Click PLAY to watch a short CR-V EX-L promo video

APPEARANCE: Details can make all the difference. While the
third-generation CR-V's rounded two-box lines haven't really changed, a
cleaner front end with a twin-tier grille, new headlights and bumper, and a
bit less cladding all around does give it a cleaner look. Honda literature
says it looks "sharper", and it does, in both the sharp-edged and
better-looking senses. Chrome trim around the side windows is an upscale
touch; a one-piece rear section is a detail unusual in the small crossover
class. As before, the CR-V's trademark tall taillights distinguish it from
the rear.

COMFORT: Space efficiency spoken here. There seems to be more
inside to a CR-V than its modest exterior size would allow. No magic, just
good design and execution thereof. Step-in is easy, even for shorter
people, the view is good, and a flat floor adds both useful storage space
and center-rear comfort. At EX-L level, appointments are near-luxury, with
leather seating with two-level seat heaters in front and power adjustment
for the driver's seat, leather trim on the doors, and aluminum veneer trim
on the doors and instrument panel. All versions have manual tilt and
telescope adjustment for the steering wheel, for the added safety and
comfort of a good driving position. The EX-L replaces the standard folding
tray table between the front seats with a real console. With the nav
system, the six-disc CD changer is moved from the center stack to,
nostalgically, the center console. The easy-to-read main instruments are
shaded from glare, while audio, climate, and with the navigation system,
nav system controls are in the center stack, easily accessible by both
front seat passengers. The navigation system is reasonably simple and
straightforward in operation, and the central screen is used for the backup
camera display. A large compartment above the locking glove box has the USB
port and a power point. The gearshift lever is in a projection at the
bottom of the center stack, close to the driver's right hand.

The rear seat cushion is split 60/40; both sections flip and tumble.
Importantly for passengers, each part is adjustable fore and aft to
maximize legroom, and three-across comfort is helped by a flat floor. The
seatback folds 40/20/40 for extra versatility. The EX and EX-L have a
removable cargo shelf behind the rear seat for "double decker" storage of
grocery bags or other relatively light items, as the top shelf is rated for
20 pounds. Honda claims that two mountain bikes can fit inside without
disassembly; I didn't try that trick but it would require flipping the rear
seat forward.

SAFETY: The 2011 CR-V was designed and built to meet the
highest safety levels in both Federal and IIHS testing. Its unibody
structure was designed and constructed for maximum occupant protection,
including from impacts with larger vehicles, and for maximum pedestrian
protection. Dual-stage, dual-threshold front airbags and front seat-mounted
side airbags with passenger occupant sensing to control deployment
according to front passenger size, and side-curtain airbags are standard in
all versions, as are four-wheel antilock disc brakes with electronic brake
force distribution and brake assist. Electronic vehicle stability assist,
with works with the ABS and drivetrain electronics, is also standard across
the line, as is a tire-pressure monitoring system.

RIDE AND HANDLING: A rigid unibody structure and
fully-independent MacPherson strut/multilink suspension, along with a low
center of gravity and wide track, give the CR-V good road manners. It's a
tall wagon, really, not a truck, and feels like that on the road. Steering
effort is light but not overly so, and cornering behavior is good for a
crossover SUV. Interior noise levels are low for the class.

PERFORMANCE: Add 14 horsepower, use no more fuel? If that
sounds too good to be true, Honda has an enviable record regarding fuel
use, or lack thereof, and they've pulled it off again with the current
CR-V. Detail revisions to the 2.4-liter dual overhead cam i-VTEC
four-cylinder engine including higher compression and other internal
changes result in 180 hp at 6800 rpm, with torque peaking at 161 lb-ft at
4400 rpm, still on unleaded regular. Don't let the high power peak fool you
- the i-VTEC system, which combines variable cam phasing with Honda's VTEC
variable valve timing and lift system, helps ensure a strong, broad torque
curve. Yes, a Honda engine with good low- and mid-range torque! Both
economy and performance are further helped by the five-speed automatic
transmission, which features Grade Logic Control to improve performance and
civility up- or downhill. CR-Vs with the Real Time 4WD single-range
four-wheel drive system have up to 20 percent more torque automatically
transferred to the rear wheels, to improve traction in low-traction
conditions. The extra power and smooth transmission mean much better
acceleration that was available from older CR-Vs, with 0-60 speeds improved
over a second. Despite that, EPA ratings for the 4WD version are 21 mpg
city, 27 highway. I got an average of 23 mpg in mostly city driving.

CONCLUSIONS: The Honda CR-V provides space, comfort,
amenities, and now power in a small-outside, large-inside package.

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